Front Tow Extended Saddle

ABSTRACT

A front tow extended saddle configured for mounting a vehicle to a towing vehicle and a method of towing a vehicle using the front tow extended saddle are provided. The front tow extended saddle includes front, middle, and rear portions, with the front and rear portions extending along different planes. A protective cover extends along the front tow extended saddle and is supported above the wheels of the towing vehicle.

CROSS-REFERENCE TO RELATED PATENT APPLICATIONS

This application is a continuation of U.S. application Ser. No.16/209,704, filed Dec. 4, 2018, which is a continuation of U.S.application Ser. No. 15/194,199, filed Jun. 27, 2016, now U.S. Pat. No.10,179,532, which is a continuation of U.S. application Ser. No.14/148,896, filed Jan. 7, 2014, now U.S. Pat. No. 9,381,958, which is acontinuation of U.S. application Ser. No. 13/548,508, filed Jul. 13,2012, now U.S. Pat. No. 8,622,413, which is a continuation-in-part ofU.S. application Ser. No. 13/171,665, filed Jun. 29, 2011, now U.S. Pat.No. 8,220,819, which is continuation of U.S. application Ser. No.11/463,390, filed Aug. 9, 2006, now U.S. Pat. No. 7,980,582, prioritybeing claimed from each of which and the contents of each of which areincorporated herein by reference in their entireties.

FIELD OF THE INVENTION

This invention generally relates to towed motor vehicle transportationand tools for assisting in towing of vehicles from one location toanother location.

BACKGROUND OF THE INVENTION

The economy of the United States, if not of the world, depends to agreat extent on fleets of large trucks for the distribution of goods,such as foods, consumer products, durable goods, and even industrialequipment. There are many manufacturers of such trucks, which concernprimarily, but are not limited to, class 7 or class 8 over-the-roadtrucks. Once these trucks are manufactured, they require shipment ortransportation either to the carrier or other company for whom the truckwas made, or to a dealer who sells or leases these trucks. The mostobvious method to transport these trucks is by driving them directly totheir destination. This method has disadvantages, at least because eachtruck requires a driver, who must be paid for his or her services andfor whom return transportation must be arranged.

In order to overcome the necessity of a driver for delivering eachtruck, a variety of techniques have been devised to use a first truckthat will carry or tow one or more additional trucks to the desireddestination. One example is shown in U.S. Pat. No. 4,555,214. Thispatent discloses a tow bar that attaches to the fifth wheel of both thetowing vehicle and the towed vehicle. The towed vehicle is towed in arear-ward fashion behind the front vehicle. Using this technique, thetowed vehicle is exposed to the full force of the air that isencountered during the tow. Any aerodynamic surfaces of the towedvehicle will be subjected to reverse stresses, i.e., the wind willimpose loads on the truck at 180° from the direction expected during thedesign of the truck. Thus, the roof cap, side fairings, and anyadditional fairings, such as side and chassis fairings, should be bracedor buttressed for the trip. This adds additional cost to the delivery ofthe truck. In addition, it is not clear that, even using both fifthwheels, the towed truck will have sufficient freedom of movement to beable to rotate slightly during turns.

Another technique is disclosed in U.S. Pat. No. 4,867,468. This patentdiscloses a decking bar that mounts to the truck chassis in front of andabove the front axle of the towed vehicle. The decking bar has arelatively uniform cross section with differently-shaped end portionsand is also relatively short. Using this technique, the towed truck islifted vertically and is not drawn close in a horizontal direction. Inorder to minimize the vertical lift, the decking bar is mounted abovethe front axle of the towed truck, which is then suspended by mountingthe decking bar to the chassis of the towed truck.

Another technique is disclosed in U.S. Pat. No. 5,873,593. This patentdiscloses a piggyback truck transport system. Using this system, a firsttowing truck mounts a second towed truck on its rear portion. The towedtruck is lifted a substantial distance in a vertical direction, puttinga stress on the truck and also putting the combination load at risk forviolating a vertical height limit. The towed truck is lifted asubstantial distance because its front wheels rest on the rear of thetowing truck, thus elevating the towed truck a considerable distance.This height may limit the route which is taken in delivering the trucks.The height may be lessened by removing the front tires of the towedvehicles, which also adds to the delivery expense.

Trucks may also be transported with equipment and a method disclosed inU.S. Pat. No. 6,120,051. This patent discloses a method in which a firsttruck tows a second, rear-facing truck, using a special beam assembly.In this method, a boom saddle is used in conjunction with the fifthwheel of the towing truck and the fifth wheel or a support mount of thetowed vehicle. The special provisions of the boom saddle allow forlateral and vertical movement of the beam assembly. While this methodworks well, it continues to have the disadvantage of towing a vehiclethat faces rear-ward. Thus, the structure of the towed vehicle must bebraced or buttressed during towing, adding to the cost of the tow. Inaddition, the extra wind resistance of the open rear portion of thetruck detracts significantly from fuel economy during a long tow, suchas from a manufacturer to a customer or dealer.

The invention provides better equipment and a better method for towingtrucks. These and other advantages of the invention, as well asadditional inventive features, will be apparent from the description ofthe invention provided herein.

BRIEF SUMMARY OF THE INVENTION

One embodiment is a front tow extended saddle. The front tow extendedsaddle includes a front portion for interfacing with a saddle mount orfifth wheel, the front portion having two first rails spaced apart anouter first distance between the two first rails. The extended saddlealso includes a middle portion for adapting an elevation of a towedtruck, the middle portion having two second rails spaced apart an innersecond distance and an outer third distance between the two secondrails, and a rear portion for adjustably mounting to an axle and a frameof the towed truck, the rear portion having two third rails spaced aparta fourth inner distance between the two third rails, wherein the frontportion is joined at a first angle to the middle portion and the middleportion is joined to the rear portion at a second angle, the frontportion is configured for mounting to a towing truck and the rearportion is configured for horizontally adjustable, rigid mounting to thetowed truck, the front portion mounting configuration allowing forrotation of the front tow extended saddle with respect to the towingtruck.

Another embodiment provides a front tow extended saddle. The front towextended saddle includes a front portion for interfacing with a saddlemount or fifth wheel, the front portion including a first set of twojoined rails spaced apart an outer first distance, a middle portion foradapting an elevation of a towed truck, the middle portion having asecond set of two joined rails spaced apart an inner second distance andan outer third distance. The front tow extended saddle also includes arear portion having a third set of two joined rails spaced apart aninner fourth distance for adjustably mounting to an axle and a frame ofthe towed truck, wherein the front portion is rotatably joined at afirst angle to the middle portion and the middle portion is rotatablyjoined to the rear portion at a second angle, wherein the front portionis configured for mounting to a towing truck and the rear portion isconfigured for adjustable, rigid mounting to the towed truck, the frontportion mounting allowing for rotation of the front tow extended saddlewith respect to the towing truck, and wherein the first angle and thesecond angle may be the same or may be different.

In yet another aspect, an embodiment is a front tow extended saddle. Thefront tow extended saddle includes a front portion having a first set oftwo spaced apart bars on a first plane for interfacing with a saddlemount or fifth wheel of a towing vehicle, and a rear portion having atleast a second set of two spaced apart bars not on the first plane foradjustably mounting to an axle and a frame of a vehicle to be towed,wherein the front portion is joined at an angle to the rear portion, andwherein the front portion is configured for mounting to the towingvehicle and the rear portion is configured for horizontally-adjustable,rigid mounting to the vehicle to be towed, and wherein the front portionis configured to allow rotation of the front tow extended saddle withrespect to the towing vehicle.

Another embodiment is a method of preparing to tow a forward-facingtowed truck with a towing truck. The method includes a step offurnishing a front tow extended saddle, the front tow extended saddleincluding a front portion of a first set of spaced apart rails forinterfacing with a saddle mount or fifth wheel on the towing truck, amiddle portion of a second set of spaced apart rails for adapting anelevation of the forward-facing towed truck, and a rear portion of athird set of spaced apart rails for adjustably mounting to an axle and aframe of the towed truck, wherein the front portion is joined at a firstangle to the middle portion and the middle portion is joined to the rearportion at a second angle, and wherein the front portion is configuredto allow rotation of the front tow extended saddle with respect to thetowing truck and wherein the rear portion is configured for adjustable,rigid mounting to the forward-facing towed truck. The method alsoincludes mounting the front portion to the towing truck, adjusting ahorizontal position of at least two axle security assemblies, fixedlymounting the rear portion to an axle of the towed truck using the atleast two axle security assemblies, adjusting a horizontal position ofat least two lower security assemblies, and fixedly mounting the rearportion to a body of the towed truck using the at least two lowersecurity assemblies, wherein front wheels of the towed truck areoptionally raised from a ground surface.

Another aspect of the invention is a spacer block assembly. The spacerblock assembly includes an elongated spacer block having inner and outersurfaces, a threaded fastener for positioning within the block, at leastone spacer pad on at least one end of the spacer block or the fastener,and a nut to lock the fastener in position.

In another embodiment of the present invention, an improved front towsaddle is provided comprising a forward portion having two forward railsspaced apart from each other a predetermined distance and joined by aplurality of cross-members; a vertical portion comprising a plurality ofstructural plate members, the vertical portion being semi-detachablyfixed at its upper end to the rear end of the forward portion through aplurality of bolts; and a rear portion having a plurality of rear railsspaced apart from each other a predetermined distance and joined by aplurality of cross-members, the rear portion being semi-detachably fixedat its forward end to the lower end of the vertical portion through aplurality of bolts. The forward portion is attached to a towing truck(or a first towed truck) via a fifth wheel pin mounted on a bottom platesituated toward the front end of the forward portion. The rear portionis attached to a first or second towed truck through a novel tow pinassembly disclosed herein. Alternatively or additionally, the rearportion may be attached to the first or second towed truck through animproved axle plate assembly and/or an improved rear tie-down assembly,the details of which are disclosed herein.

In another embodiment of the present invention, the front portionfurther comprises a security compartment mounted between or above thetwo front rails and between and/or surrounding one or more front crossmembers and including a locking bracket.

In another embodiment of the present invention, a front bracket ismounted to the front of the forward portion and includes an aperturethrough which may pass air supply and power lines. An aperture is alsoprovided toward the front of the left forward rail so that the air andpower lines may pass along the inside of the left forward rail towardthe rear portion. A series of small rings or clamps is provided alongthe left forward rail and the left inner rear rail to guide the air andpower lines to the rear of the saddle where they can be connected to theappropriate lines on the towed vehicle.

In another aspect of the present invention, the rails of the front andvertical portions of the saddle are provided with holes to accommodate aseries of tubes that project outward from the rails. The tubes cancomprise either single tubes passing through holes in the rails ormultiple tube segments bolted to the outer sides of the rails. Thesetubes are used to drape cloth material along the sides of the saddle toprotect the towed vehicle from road debris and to help maintain thecleanliness of the towed vehicle.

In another aspect of the present invention, a pair of jack legs isprovided at the forward end of the rear portion and bolted to thevertical portion. The jack legs are used in loading or unloading thetowed vehicle so that the weight of the towed vehicle is taken off thetowing vehicle and the saddle can be safely removed from the towingvehicle or attached to the towing vehicle.

In another aspect of the present invention, a novel tow pin assembly isprovided for attaching the rear portion of the saddle to a towedvehicle. The tow pin assembly comprises a tow pin mounted in a pin blockand situated in a channeled rail with multiple vertical adjustmentpositions. The channeled rail is mounted on a pivot pin. A fork is alsomounted to the channeled rail and is attached to an adjustable threadedrod. Through the adjustment of the tow pin, the fork and the threadedrod, the tow pin can be adjusted vertically and longitudinally (i.e.forward and backward) to provide the best and most secure fit possiblefor mounting to the frame of the towed vehicle.

In still another aspect of the present invention, an improved axle plateassembly is provided for securing the saddle to an axle of the towedvehicle. The improved axle plate assembly comprises an I-shaped axleplate mounted to the inner rear rails of the saddle. A v-notched spacerand an optional axle shim are mounted above the axle plate to receivethe axle of the towed vehicle. The spacer and shim are secured to theaxle plate through straight bolts, U-bolts or other known methods.Additional mounting points are provided on the axle plate so that thespacer and shim can be mounted in different positions to accommodatedifferent axle lengths.

In still another aspect of the present invention, an improved reartie-down assembly is provided for affixing the rear of the saddle to aframe of the towed vehicle. The tie-down assembly comprises a forkmounted vertically on a pivot pin with an adjustable threaded rod at itsbase (top). A paddle is provided at the top of the rod and a block witha pin is provided on each side of the paddle. Strap material is securedaround one pin and then goes over the frame of the vehicle and issecured around the second pin. The rear pivot pin allows for adjustmentof the strap to provide the most secure fit.

In yet another embodiment of the present invention, an improved fronttow saddle is provided comprising a forward portion having two forwardrails spaced apart a narrow distance within a frame of a towing vehicleand joined by a plurality of cross members; a vertical portioncomprising two irregularly sized side plates affixed between the forwardrails; and a rear portion comprising a left rear inner and outer railand a right rear inner and outer rail, the left and right inner andouter rails bolted to each other, and the left and rights pairs of railsspaced apart a narrow distance within a frame of a towed vehicle andjoined by a plurality of cross members.

In another aspect of this embodiment, a jack assembly may be providedbetween the side plates of the vertical portion. The side plates mayalso include a plurality of slots to accommodate varying heights of towpin assembly for adjusting a height of the towed vehicle.

Other aspects and advantages of the invention will become more apparentfrom the following detailed description when taken in conjunction withthe accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings incorporated in and forming a part of thespecification illustrate several aspects of the present invention and,together with the description, serve to explain the principles of theinvention. In the drawings:

FIG. 1 is a top view of a first embodiment of a front tow extendedsaddle;

FIG. 2 is a side view of the embodiment of FIG. 1;

FIG. 3 is a top view of a second embodiment of a front tow extendedsaddle;

FIG. 4 is a side view of the embodiment of FIG. 3;

FIGS. 5A and 5B are an exploded perspective view and a top planar viewrespectively of a lower security assembly;

FIG. 6 is a front view of a security assembly including a top frameclamp and a lower frame clamp;

FIGS. 7A and 7B are front and top views respectively of the top frameclamp of FIG. 6;

FIG. 7C is an embodiment of a frame spacer useful with embodiments ofthe front tow extended saddle;

FIGS. 8A and 8B are a front and top view respectively of the lower frameclamp of FIG. 6;

FIG. 9 is a third embodiment of a front tow extended saddle with anoffset axle security clamp;

FIG. 10 is a front view of an offset axle security clamp of FIG. 9;

FIG. 11 is a side view of a method of using the embodiment of FIG. 1;and

FIG. 12 is a perspective view of a self-lubricated king pin and saddleassembly useful for mounting embodiments of the present front towextended saddle.

FIG. 13 is a perspective view of a fourth embodiment of a front towextended saddle.

FIG. 14 is an exploded view of the forward portion of the embodiment ofFIG. 13.

FIG. 15 is a perspective view of the vertical portion of the embodimentof FIG. 13.

FIG. 16 is an exploded view of the jack assembly of the embodiment ofFIG. 13.

FIG. 17 is an exploded view of the tow pin, axle plate and tie-downassemblies of the embodiment of FIG. 13.

FIG. 18 is a perspective view of the fender tarp assembly of theembodiment of FIG. 13.

FIG. 19 is a perspective view of a fifth embodiment of a saddle of thepresent invention.

FIG. 20 is an exploded view of the embodiment of FIG. 19.

FIG. 21 is a side view of one of the side plates of the embodiment ofFIG. 19.

While the invention will be described in connection with certainpreferred embodiments, there is no intent to limit it to thoseembodiments. On the contrary, the intent is to cover all alternatives,modifications and equivalents as included within the spirit and scope ofthe invention as defined by the appended claims.

DETAILED DESCRIPTION OF THE PRESENTLY PREFERRED EMBODIMENTS OF THEINVENTION

Embodiments of the present invention are highly useful in transportingtrucks and other vehicles, including new trucks, from one location toanother. While embodiments are most useful in this application, they mayalso be used to transport other vehicles, such as used cars or trucks,from one dealer to another.

As noted above, embodiments of the front tow extended saddle are aimedat safe and economical delivery of vehicles. Accordingly, vehicles towedwith the present embodiments and the present method face forward, theirnormal direction of travel. In this way, there are no additional sideloads or wind loads placed on the vehicles. For instance, many highwayclass 7 and class 8 vehicle have very large aerodynamic cab features,e.g., large fairings designed to deflect the winds encountered in highspeed driving. When a truck with these large surface features is towedwhile facing rear-ward, the beneficial effect of these features is lost.Instead, the aerodynamic features may almost be said to act as athrust-reverser, since the wind is caught in the rear of the cab. Thefeatures and fairings may not be designed for these reversed loads.Thus, in many cases, cabs must be reinforced and buttressed to preventdamage from rear-facing tows at high speed.

In addition, the front tow extended saddle is intended to be aslow-profile as possible, in the sense of minimizing the height of thetowed vehicle. Minimizing the height assures the safest travel overhighways that cross bridges, ramps, and other overpasses. In addition,minimizing the height also minimizes the stress to which the vehicle ortruck is subjected when it is hoisted or lifted into position for thetow. Finally, the front tow extended saddle is intended to function inas economical a manner as possible. The saddle is designed with minimalvertical rise and maximum support of the towed load. One embodiment ispreferably configured so that it may be folded into itself for easiesttransport when it is not being used. This embodiment is preferablyequipped with pivots (sleeves) and locking pins to secure the saddle inplace. Other embodiments may be bolted, welded or otherwise configuredin a permanent configuration that is not able to be folded into itself.

FIGS. 1-2 depict a first embodiment of a front tow extended saddle witha bent configuration that is permanent. Front tow extended saddle 10includes a rear portion 11, a middle portion 12, and a front or forwardportion 13. Rear portion 11 is mounted at a first angle A to middleportion 12, which is mounted at a second angle B to front portion 13.The left and right sides, rails, of each portion are preferably madefrom hollow rectangular tubing, such as 2¾″×6″ hollow structuralsections (HSS), made from ¼″ plate. Other sizes and thicknesses may beused. In this embodiment, rear portion 11 is necessarily wider than theother portions so that rear portion 11 may support the frame rails ofthe towed truck. The sides of rear portion 11 may be secured with crossmembers 18 as shown. Cross members 18 preferably do not interfere withclearances for mounting rear portion 11 to the towed vehicle. The crossmembers may be secured to the left and right sides by welding or otherstructural assembly method. In one embodiment, the rails of rear portion11 are about 48 to 56 inches long and are spaced apart about 30-32inches (inner distance). As may also be seen in FIG. 2, rear and frontportions 11, 13 are parallel to each other, while each of rear, middle,and front portions 11, 12, 13 is on a different plane.

Middle portion 12 is also preferably made from left and right sides ofhollow rectangular tubing, secured to each other by cross member 12 a,preferably by welding. Middle portion 12 may be narrower than rearportion 11, and may be wider than front portion 13. In one embodiment,the rails of middle portion 12 are about 36-40 inches long and arespaced apart to that their outer width (distance on the outer sides ofthe rails) is slightly less than the inner distance between the rails ofthe rear portion.

Front portion 13 is narrower yet than middle section 12, and frontportion 13 includes left and right sides made from hollow structuralsections as described above. The sides are secured to each other bycross members 19. In one embodiment, the rails of front portion 13 areabout 34-38 inches long and are separated such that the outer distancebetween the rails is just less than the inner distance of the rails ofmiddle portion 12. The hollow tubing used for the rails in someembodiments is about 6 inches high and about 2¾ inches wide. In theseembodiments, each successive pair of rails is about 5½ inches, or alittle more clearance for easier handling, narrower or wider than thenext pair. The front portion also includes a mount 14 for securing tothe towing vehicle. In this embodiment, the rear, middle, and frontportions are preferably rigidly assembled to each other by welding.Other methods, such as fasteners, may also be used. Mount 14 includes aking pin for directly mounting to a fifth wheel of the towing vehicle,also allowing for rotation of the extended saddle with respect to thetowing vehicle. A small amount of rotation is desirable in order toallow the towed vehicle to more easily accomplish turns during thetowing procedure.

Rear portion 11 of front tow extended saddle 10 mounts the towed truckusing security assemblies that attach to the towed truck frame and axlesecurity assemblies that attach to the front axle(s) of the towed truck.Accordingly, the left and right side rails of rear portion 11 include aplurality of mounting holes 17. The placement of the holes allows theuser to select the most appropriate pattern for mounting to a particularvehicle. It is understood that the embodiments described herein areapplicable to class 7 and 8 over-the-road trucks, although othervehicles may also be towed using these embodiments. These trucks mayvary in their configurations, i.e., a standard front axle, placed about40″ from the front of the truck, or a set-back axle, 43-46″ from thefront. The axle itself may be a standard axle, with an I-beam crosssection, or may be a Henderickson axle, with a cross section shaped morelike a square. The positions of the lower security assemblies, attachingto the frame, and the axle security assemblies, attaching to the axle,should be horizontally adjustable with respect to rear portion 11 toaccommodate these differences.

Another embodiment of a front tow extended saddle is depicted in FIGS.3-4. In this embodiment, economy of operation is emphasized, because thefront tow extended saddle 30 is made foldable or collapsible byincorporating pivots between the three portions, rear portion 31, middleportion 32, and front portion 33. Rear portion 31 is preferably madefrom hollow structural sections, such as hollow square tubing, the leftand right sides preferably secured with at least one cross member 43,the cross member placed so that it does not interfere with placement ofthe lower security assemblies 36 or axle security assemblies 35, whichmay be similar to those described above. Rear portion 31 mounts the axlesecurity assemblies and lower security assemblies using a plurality ofmounting apertures 37. The security assemblies are preferably mounted torear portion 31 using the apertures and bolts (not shown). There arealso apertures for insertion of locking pins 40.

Middle portion 32 is pivotally secured to rear portion 31 by a pivotingsleeve 38 and is collapsibly secured by locking pins 40. Middle portion32 is pivotally secured to front portion 33 by a pivoting sleeve 39 andis collapsibly secured by locking pins 41. In addition to the pivotingsleeve, each pivot may also include a solid pivot pin within the sleeveto insure the strength of the pivot during towing operations. The fronttow extended saddle is secured by locking pins 40, 41 when the saddle isintended for towing a truck. In the extended position, front and rearportions 33, 31 are preferably parallel, i.e., parallel to each other.

After the tow is complete, saddle 30 may be collapsed or folded byremoving the locking pins and using the pivoting sleeves to fold thesaddle into a much smaller space for a return trip. For instance, if twotrucks are being delivered, one towing and one towed, the front towextended saddle may be returned in a pick-up truck or much smallervehicle, rather than waiting for a return trip by a large truck. Becauseof the much smaller volume of the folded saddle, it is possible toreturn several of the folded saddles in a single return trip, by eithera large truck or a smaller truck capable of handling the load.

For this reason, in a preferred embodiment, the outer width of themiddle portion is less than an inner width of the rear portion, and theouter width of the front portion is less than an inner width of themiddle portion. In other embodiments, there may be only a singlecollapsible or pivoting joint, e.g., there may be an embodiment in whichan inner width of the middle portion is less than an outer width of thefront portion, and there is only a forward pivoting junction between themiddle and front portions. There may also be another embodiment in whichan outer width of the middle portion is less than an inner width of therear portion and there is only a single pivoting point, a rear pivotingjunction between the rear and middle portions.

In the preferred embodiment, the left and right rails of middle portion32 are joined by cross member 46, and the left and right rails include aplurality of apertures for insertion of locking pins 41. Front portion33 includes left and right rails or sides that are secured to each otherwith cross members 44. Front portion 33 also includes mount 34 formounting to the towing vehicle. Mount 44 in this embodiment is an I-beamconfiguration for mounting via J-claws into a saddle mount, such asshown in FIG. 12, and disclosed in U.S. Pat. No. 6,109,642, which ishereby incorporated by reference in its entirety, as though each pageand figure of the '642 patent were set forth in full in this patent. Thesaddle mount is preferably secured to the towing truck and the front towextended saddle is then secured to the saddle mount. The extended fronttow saddle mount may have a fifth wheel pin or a king pin for directinsertion into a fifth wheel, and also allowing for rotation. A smallamount of rotation is desirable in order to allow the towed vehicle tomore easily accomplish turns and maneuvering during the towingprocedure.

The front tow extended saddle is secured to the frame of the truck withpreferably at least four lower security assemblies. As is well known,truck frames include large, long C-shaped steel members, known generallyas channels. The towed truck is mounted to the saddle by two lowersecurity assemblies mounted to a channel on the left side of the truckand two lower security assemblies mounted to a channel on the right sideof the truck. A lower security assembly 16 is depicted in FIGS. 5a and5b . The assembly includes a central structural portion 51, preferably amain hollow structural section 51 and a peripheral flange 52. Flange 52may be mounted to main section 51 by welding and by webs 54. Webs 54 arepreferably sufficiently wide to reinforce the joint and sufficientlynarrow so as not to interfere when a user tightens the nuts around thethreaded portions of two U-bolts 50. Flange 52 includes apertures 53.U-bolts 50 are mounted around the truck channel and are extended throughapertures 53, and are then tightened with the nuts, vertically securingassembly 16 to the rear portion of the front tow extended saddle.Assembly 16 is locked into place horizontally to the rear portion bypins inserted through apertures 57 in the security assembly andapertures 17, 37, in the front tow extended saddles 10, 30, 90. Axlesecurity assemblies 15 are similar in structure to the lower securityassemblies.

In some instances, it is difficult to place a U-bolt around a channel orframe of the vehicle to be towed. This may occur because of lack ofclearance or merely awkward placement of engine components 55 in theengine compartment. In these instances, it may be convenient to useadditional clamps and straight bolts, in place of the normal,straight-forward U-bolts, in addition to a lower security assembly. Onesuch situation is depicted in FIG. 6. Security assembly 60 includes alower frame clamp 61, an optional top frame clamp 62, lower securityassembly 16, first and second bolts 67, 68, and securing nuts 69. Inuse, the user places lower frame clamp 61 around truck frame channel 56.As may be seen more clearly in FIGS. 8a and 8b , assembly 60 willpreferably include two top frame clamps, a single lower frame clamp 61,two first and second bolts 67, 68, with their nuts, and a single lowersecurity assembly 15.

In this embodiment, viewed from the front of the towed vehicle (notshown), lower frame clamp 61 is mounted on the left side of the towedvehicle and the frame clamp is open on the left side, allowing the lowerflange of channel 56 to enter clamp 61. Mounted on the same open, leftside is top frame clamp 62, which is mounted to a convenient structuralhard point, such as a top frame rail flange. Top frame clamp 62 is thensecured to lower frame clamp 61 and lower security assembly 15 by longerbolt 67 and nut 69. On the other side, lower frame clamp 61 is securedto lower security assembly 15 by shorter bolt 68 and nut 69. Theassemblies are preferably mounted so that frame 56 cannot escape lowerframe clamp 61 during the normal stresses and loads encountered during arelatively high-speed tow over a long distance.

Top frame clamp 62 and lower frame clamp 61 are shown in greater detailin FIGS. 7a-7b and FIGS. 8a-8b , and are further explained here. Topclamp shown in FIGS. 7a-7b , is intended to mount to a structural pointand help secure the towed vehicle. Clamp 62 is a single structural piecethat includes a top portion a lower bolt-mounting portion 64, andreinforcing webs 66. There is also an aperture 65 for a bolt to passthrough. Top portion 63 is rounded to form about a 180° curve preferablyhaving a 1½ inch diameter. Lower frame clamp 61, FIGS. 8a-8b , is also asingle structural piece that is preferably, but not necessarily madefrom several components. Mounting plate 81 is made from a rectangularpiece of steel, shorter in the direction of truck travel, as shown, andincludes apertures 82 for bolts. Clamp lower jaw 83 is preferablyintegral with or welded or otherwise secured to mounting plate 81. Lowerjaw 83 is also preferably integral with jaw web 84 and upper jaw 85,leaving area 86 open for engaging a frame member of a truck.

One method of using the front tow extended saddle includes a way topreserve the dimensional integrity of the truck frame elements,typically made with a C-channel cross-section as shown in FIG. 6. Themethod uses an inner frame spacer block assembly 70, as depicted in FIG.7c , to reinforce the truck frame elements. A spacer block 71 ispreferably about 8-10 inches in height, depending on the distancebetween the inner flange surfaces of the channel, and may be about 2inches square to 4 inches square, or may alternately have a rectangularcross section. Other heights and cross sections may be used. The spacerblock is preferably threaded on its inner surface to accommodate anexpansion bolt 75 for adjusting an overall height of the assembly. Bolt75 preferably has an expansion pad 73 on its upper surface to spread theload that is imposed when the spacer block assembly is inserted betweenflanges and tightened.

Optionally, there may also be an expansion pad 72 on the opposite sideof spacer block 71. The spacer block assembly is placed between theflanges and the height adjusted by threading bolt 75 further into or outof block 71. When the height adjustment is correct, expansion adjustmentnut 74 is tightened. One or more inner frame spacer block assemblies maybe used to preserve the dimensional integrity of the truck framecomponents, such as channels. The inner frame spacer block assembly mayalso be used with structural members having cross section of differentshapes, such as I-beams.

It is understood that the front tow extended saddle described herein mayhave many embodiments and may be used in many ways. Another embodimentof a front tow extended saddle is depicted in FIGS. 9 and 10. In thisembodiment, front tow extended saddle 90 is equipped with two offsetaxle security assemblies 97. This embodiment is used for applications inwhich symmetrical axle security members 15, described above, will notfit the truck for which a front tow is desired. Extended saddle 90includes rear portion 91, middle portion 92, and front portion 93.Middle portion 92 is preferably pivotally mounted to rear portion 91 andfront portion 93 by pivot pins 94, 95, as described above. Lowersecurity assemblies 96 are used to secure rear portion 91 to the truckframe, each using two inverted U-bolts and nuts, as are offset axlesecurity assemblies 97.

Each offset axle security member 97 includes a mounting portion 97 a,flange 98, apertures 99, and a reinforcing web 97 c. Inner portion 97 bof flange 98 includes apertures 97 d for the mounting U-bolts. Mountingportion 97 a is preferably made from hollow square or rectangular tubingand, similar to the other security assemblies, has inner dimensions thatallow security member 97 to slide along the rails of rear portion 91.Flange 98 is preferably welded or otherwise rigidly secured to mountingportion 97 a, as is reinforcing web 97 c. Web 97 c is preferably ¼″steel plate and is wide enough to act as an excellent reinforcingmember, and narrow enough so as not to interfere with tightening thenuts on the U-bolts. It is understood that the lower security membersand the axle security members may take on a number of forms in theembodiments of the front tow extended saddle, not all of which aredepicted herein simply because of their multiplicity.

FIGS. 11-12 depict a use for the front tow extended saddle 10. A firsttruck T1, a towing truck, is preferably equipped with a fifth wheel 101or a saddle mount 110 as described above. If the towing truck has afifth wheel, a fifth wheel pin 105 on the front tow extended saddle ismounted to the fifth wheel 101, allowing for rotation during transport.If the towing truck does not have a fifth wheel, saddle mount 110 may bemounted on the towing truck to connect the front tow extended saddle.Saddle mount 110 includes a saddle body 112, a saddle head surface plate114, a saddle head 116, kingpin 118, and J-claws 120 for grasping themounting portion 14 of front tow extended saddle 10. The rear portion offront tow extended saddle 10 is then attached to towed truck T2.

Embodiments are not limited to a single towed truck, since more than onetruck may be towed, so long as the total length limitation for acombination of towing and towed vehicles, currently 97 feet, is notexceeded. As depicted in FIG. 11, the front tow extended saddle 10allows for adjusting the distance between the towed vehicle and thetowing vehicle, allowing a somewhat greater distance between thevehicles than the prior art. In either embodiment, with a fifth wheel ora saddle mount, the front axle of the truck being towed, and thus thefront wheels, are lifted off the ground only about 8-12 inches, thusminimizing any height increase of the vehicle being towed.

In reference to FIGS. 13 and 14, a fourth embodiment of a front towsaddle 200 of the present invention comprises a forward portion 210,vertical portion 300, and rear portion 500. Forward portion 210comprises left and right rails 212 and 214, respectively, and one ormore horizontal cross members 216 which are preferably fashioned fromrectangular cross-section tubing. The cross members are preferablybolted to the left and right rails. At the front end of forward assembly210 is a front plate bracket 218 bolted to the left and right rails.Front plate bracket 218 includes an aperture 220 for connecting thesaddle to a towing vehicle via a king pin as is known in the art. Frontplate bracket 218 may also optionally include a bracket panel 222 whichcan house a GPS tracking device or similar useful articles.

Powertrain bracket 224 is connected to the left rail 212 through thefront plate bracket 218. Powertrain bracket 224 includes an aperture 226through which pass the electrical wiring and air brake tubing forproviding electrical power and braking capacity to the towed vehicle(s).These connections pass through a similar aperture 228 toward the frontof forward left rail 212 so that the connections may run back along theinside of left rail 212, down the vertical portion 300 and back alongthe rear portion 500.

Another novel feature of the improved saddle, incorporated preferablyinto the forward portion, is a security chamber 230. Security chamber230 comprises a chamber bracket 232, and a lid 234 connected to bracket232 along forward edges 236, 238, respectively. The bracket is designedso that it can be bolted to the inside of left and right rails 212, 214.Depending on the size desired for the security chamber, it can be sizedso that it surrounds one or more of the cross members 216. Lid 234 andbracket 232 also preferably comprise locking tabs 240 and 242,respectively, so that a lock can be provided to secure lid 234 andbracket 232 together.

Yet another novel feature of the fourth embodiment is a fender tarp toprotect the towed vehicle from dirt or damage from road debris, insectsand the like that are kicked up by the wheels of the towing vehicle.Toward the forward end of front assembly 210, hollow tube 250 passesthrough holes 252, 254 in the left and right rails, respectively, andextends several feet horizontally beyond each rail. A corresponding tube260 passes and extends through holes 262 and 264 toward the rear offorward portion 210. And a third tube 270 passes and extends throughholes 272 and 274 toward the lower area of vertical portion 300.Alternatively, each of tubes 250, 260 and 270 can comprise multiple tubesegments which are bolted to the outer sides of the rails through meansknown in the art.

With respect to FIG. 18, left and right fender tarps 280 and 290 aredisposed on the left and right sides, respectively, of saddle 200. Tarps280 and 290 each are provided with an eyehole formation so as to beanchored on tube 250. The tarps then pass over tube 260 and extenddownward where they are anchored on tube 270. One or both of the anchorends of tarps 280 and 290 are preferably provided with adjustment meansknown in the art, such as a sewn bungee cord, so that the tarps can beadjusted, loosened or tightened as necessary to accommodate differencesin the towing or towed vehicle, or the length of the saddle.

As shown in FIG. 15, vertical portion 300 comprises left and right sidepanels 310 and 320, rear panel 330 and front panel 340. The side panels310 and 320 are affixed to left and right front rails 212, 214,respectively, by a plurality of huck bolts 350. Huck bolts are known inthe art as a type of bolt that uses special equipment (not shown) toboth insert and remove the bolt, in the removal process shearing off anddestroying the bolt. The use of huck bolts provides a more secureattachment of the vertical assembly to the front member than standardbolts, yet allows for the two assemblies to be detached reasonablyquickly if necessary, unlike welding. Thus, the vertical portion issemi-detachably fixed to the forward portion.

Rear panel 330 is also attached to side panels 310 and 320 through huckbolts, as is front panel 340. Front panel 340 has a lower height thanthe other panels of vertical assembly 300 in order to allow clearancefor forward portion 210.

Two jack assemblies 360 and 362, known in the art, are attached to sidepanels 310 and 320, respectively, through front panel 340 via jackbrackets 370 and 372, respectively, using a combination of huck and/orGrade A bolts. Jack brackets 370 and 372 preferably may includeapertured areas 374 to save on material costs. A jack shaft 380 extendsacross vertical portion 300 to jack crank 382 via pin 384 so that jacklegs 390 and 392 can be raised or lowered in concert.

As shown in FIG. 17, left and right tow pin assemblies 400 and 410,respectively, are also attached preferably to the vertical portion 300.Each tow pin assembly comprises a bracket 412 bolted to one or more ofthe left or right panel 310, 320 and the rear panel 330. Bracket 412 canalso be configured to be bolted to left or right outer rail 510, 520.Bracket 412 includes an aperture 414 and sleeve 416 through which passesfork 418. Fork 418 includes a threaded portion and adjustment nut 420 sothat the longitudinal position of fork 418 can be adjusted.

Tow pin stands 430 are mounted between left and right inner and outerrails just behind brackets 412. Each stand comprises a vertical bracket432 which includes a series of opposite spaced apertures 434. Pin 436 isused to connect fork 418 to stand 430 through one set of apertures, andanother pin 438 is used to connect stand 430 to tow pin unit 440. Towpin unit 440 is then inserted into the towing holes of the towedvehicle. Through the vertical adjustment capabilities of tow pin unit440 and fork 418 in tow pin stand 430, and the longitudinal adjustmentcapability of fork 418, the tow pins can be adjusted to account forgreat variation in the location of the tow pin holes of the towedvehicle, relative to the saddle.

Rear assembly 500 comprises left outer rail 510 and left inner rail 512,and right outer rail 520 and right inner rail 522. A series oflatitudinally oriented brackets 530, each having an aperture 532 to savematerial cost, may preferably be mounted between the left and rightpairs of rails to strengthen their support.

Disposed preferably toward the middle rear of rear portion 500 is axlesupport assembly 550. Axle support assembly 550 comprises l-plate 560which is sized to be situated across inner rails 512 and 522. Optionalaxle shims 562 and v-notched spacers 564 are situated above l-plate 560for receiving a forward axle of a towed vehicle. After the axle issituated, the spacer and shim are secured to the plate through U-bolts566 or other suitable methods.

In addition, improved rear tie-down assemblies 600 are is provided foraffixing the rear of the saddle to a frame of the towed vehicle. Eachtie-down assembly 600 comprises a fork 610 mounted vertically on a pivotpin 620 with an adjustable threaded rod 630 at its base (top). A paddle640 is provided at the top of the rod and a block 650 with a pin 620 isprovided on each side of the paddle 640. Strap material is securedaround one pin and then goes over the frame of the vehicle and issecured around the second pin. The rear pivot pin 620 allows foradjustment of the strap to provide the most secure fit.

With reference to FIGS. 19-21, a fifth embodiment of the saddle of thepresent invention is disclosed. As shown in FIG. 19, a saddle 700comprises forward portion 710, vertical portion 800 and rear portion900. Forward portion comprises left and right forward rails 712 and 714,respectively, which are joined by a plurality of cross members 716. Afront bracket 718 is secured to the forward end of forward portion 710and includes means for attaching to king pin or fifth wheel as is knownin the art. A security compartment 720 may optionally be mounted onrails 712 and 714. Although not shown in this figure, apertures in rails712 and 714 may be provided to accommodate tubes on which to dispose afender tarp assembly similar to that disclosed with respect to thefourth embodiment disclosed above.

With further attention to FIGS. 20 and 21, the vertical portioncomprises side plates 810 and 820. These are irregularly shaped so as toinclude an upper region 812, a middle region 814, and a lower region816, wherein the upper region includes an area forward of the middleregion, and the lower region includes an area to the rear of the middleregion. Middle region 816 also includes a plurality of slots 818 formounting a bracket 830 used to accommodate a rod 840. A plurality of towpins 850, similar to those disclosed with respect to the fourthembodiment, are disposed on the rod 840 for adapting a height of thetowed vehicle.

A jack assembly 860 known in the art is disposed between the two sideplates of the vertical portion. The jack assembly is used to lower orraise the towed vehicle for loading or unloading.

Rear portion 900 comprises pairs of left and right rails. As best seenin FIG. 20, left rear inner rail 910 and left rear outer rail 912 arebolted together, sandwiching the lower region of left side plate 810.Similarly, right rear inner rail 920 and right rear outer rail 922 arebolted together, sandwiching the lower region of right side plate 820.Preferably, inner rear rails 910 and 920 extend further rearward thanouter rear rails 912 and 922. The left and right rear rails are spacedapart a narrow distance and fit within the frame of the towed vehicleand are joined by plurality of cross members 930.

V-notched blocks 950 may be mounted onto the left and right rear outerrails 912 and 922 to receive a front axle of the towed vehicle. The axlecan be secured in the blocks through U-bolts 960 or other suitablemethods known in the art. The rear ends of the inner rear rails 910 and920 are bolted together by an end cross member 970, as shown in FIGS. 19and 20. A connector 972 having a pair of through holes 974 is securedbetween upper edges 910 a and 920 a of the respective inner rear rails910 and 920. Specifically, the connector 972 is provided with a set ofside receivers or indents 976 for receiving at least a portion of theupper edges 910 a and 920 b of the respective inner rear rails 910 and920, as shown in FIG. 19. The end cross member 970 can block orinterfere with rearward movement of the connector 972 along the upperedges 910 a and 920 a of the respective inner rails 910 and 920, asshown. However, no structure is shown along the upper edges 910 a and920 a of the respective inner rear rails 910 and 920 to block orinterfere with forward movement of the connector 972 along the upperedges 910 a and 920 a of the respective inner rails 910 and 920. Thewidth of the connector 972 is less than the width of the inner rails 910and 920 when connected together, as seen in FIG. 19, to provide spacingto avoid the side plates 930(a)

(FIG. 20) of the cross members 930 blocking or interfering with forwardmovement of the connector 972. Also, the connector 972 extends mainlyabove the upper edges 910 a and 920 a of the respective inner rails 910and 920 so that the cross members 930 do not block or interfere withforward movement of the connector 972. In addition, a bar 980 isassociated with or cooperates with the rear portion 900 of the towsaddle 700 (e.g. connector 972) for securing to a vehicle being towed.The bar 980 includes pins 982 and holes 984 for securing same.

The embodiments described above are only a few of the many possibleconfigurations and uses of the front tow extended saddle. The angledconstruction disclosed is very useful for mounting a towed truck to atowing truck while minimizing the increase of height of the towedvehicle. The preferred mounting is to lift the front wheels of the towedvehicle off the ground, thus minimizing wear and stress on the towedvehicle while maximizing control by the towing vehicle. If desired, allwheels of the towed vehicle can remain on the ground during towing, butlifting the front wheels off the ground is the preferred method.

All references, including publications, patent applications, and patentscited herein are hereby incorporated by reference to the same extent asif each reference were individually and specifically indicated to beincorporated by reference and were set forth in its entirety herein.

The use of the terms “a” and “an” and “the” and similar referents in thecontext of describing the invention (especially in the context of thefollowing claims) is to be construed to cover both the singular and theplural, unless otherwise indicated herein or clearly contradicted bycontext. The terms “comprising,” “having,” “including,” and “containing”are to be construed as open-ended terms (i.e., meaning “including, butnot limited to,”) unless otherwise noted. Recitation of ranges of valuesherein are merely intended to serve as a shorthand method of referringindividually to each separate value falling within the range, unlessotherwise indicated herein, and each separate value is incorporated intothe specification as if it were individually recited herein. All methodsdescribed herein can be performed in any suitable order unless otherwiseindicated herein or otherwise clearly contradicted by context. The useof any and all examples, or exemplary language (e.g., “such as”)provided herein, is intended merely to better illuminate the inventionand does not pose a limitation on the scope of the invention unlessotherwise claimed. No language in the specification should be construedas indicating any non-claimed element as essential to the practice ofthe invention.

Preferred embodiments of this invention are described herein, includingthe best mode known to the inventors for carrying out the invention.Variations of those preferred embodiments may become apparent to thoseof ordinary skill in the art upon reading the foregoing description. Forexample, a structure may be attached to the various portions of thefront tow saddle to interconnect them, such as a structure attached tothe front and forward portions that defines one or more axially alignedcircular openings. The inventors expect skilled artisans to employ suchvariations as appropriate, and the inventors intend for the invention tobe practiced otherwise than as specifically described herein.Accordingly, this invention includes all modifications and equivalentsof the subject matter recited in the claims appended hereto as permittedby applicable law. Moreover, any combination of the above-describedelements in all possible variations thereof is encompassed by theinvention unless otherwise indicated herein or otherwise clearlycontradicted by context.

What is claimed is:
 1. A front tow saddle to secure a towing vehicle toa towed vehicle, the front tow saddle comprising: a front portion thatengages with the towing vehicle; a rear portion that engages with thetowed vehicle; a middle portion that extends from a rear end of thefront portion at a first non-zero angle and further extends from a frontend of the rear portion at a second non-zero angle, the middle portionand the front portion secured together at least in part by a pluralityof openings that are axially parallel with each other.
 2. The front towsaddle of claim 1, the plurality of openings comprising at least fivecircular openings.
 3. The front tow saddle of claim 1, wherein the firstand second angles are the same.
 4. The front tow saddle of claim 1, thefront portion and the rear portion extending generally parallel to eachother.
 5. The front tow saddle of claim 1, the middle portion comprisingan upper section, a middle section, and a lower section, wherein theupper section extends horizontally from the middle section towards thetowing vehicle, and the lower sections extends horizontally from themiddle section towards the towed vehicle.
 6. A front tow saddle tosecure a towing vehicle to a towed vehicle, the front tow saddlecomprising: a front portion that engages with the towing vehicle; a rearportion that engages with the towed vehicle; a middle portion thatextends from a rear end of the front portion at a first non-zero degreeangle and further extends from a front end of the rear portion at asecond non-zero degree angle, the middle portion and the front portionbeing secured together at least in part by a securing component definingthree circular openings that are axially parallel with each other. 7.The front tow saddle of claim 6, the securing component being part ofthe middle portion.
 8. The front tow saddle of claim 6, the securingcomponent being part of the front portion.
 9. The front tow saddle ofclaim 6, wherein the first and second angles are the same.
 10. The fronttow saddle of claim 6, wherein the first and second angles aredifferent.
 11. The front tow saddle of claim 6, the middle portioncomprising an angled section having a top and a bottom, an upper sectionextending horizontally outwards from the top of the angled section and alower section extending horizontally outwards from the bottom of thevertical section.
 12. The front tow saddle system of claim 11, the rearend of the front portion being attached at the upper section of themiddle portion, and the front end of the rear portion being attached atthe lower section of the middle portion.
 13. A method of towing a towedvehicle using a towing vehicle comprising: providing a front tow saddlecomprising a forward portion, a middle portion, and a rear portion, theforward portion and the rear portion each having a front end, a backend, a first side and a second side, the middle portion connected at afirst end to the back end of the forward portion and connected at asecond end to the front end of the rear portion; connecting the fronttow saddle to a towing attachment located on the towing vehicle; andpositioning a first protective cover along at least a portion of theforward portion of the front tow saddle.
 14. The method of claim 13,further comprising positioning a second protective cover along at leasta portion of the forward portion of the front tow saddle.
 15. The methodof claim 14, wherein the towing vehicle comprises at least a first wheellocated on a first side of the towing vehicle and at least a secondwheel located on a second side of the towing vehicle, wherein the firstprotective cover is located above at least a portion of the first wheeland the second protective cover is located above at least a portion ofthe second wheel.
 16. The method of claim 15, the first protective coverand the second protective cover each having a front portion that extendsalong a plane generally parallel to a horizontal plane, the firstprotective cover and the second protective cover each also having a rearportion that extends downward and away from the front portion.
 17. Themethod of claim 16, wherein the rear portion of the first protectivecover extends further rearwards than a rearmost wheel located on thefirst side of the towing vehicle and the rear portion of the secondprotective cover extends further rearwards than a rearmost wheel locatedon the second side of the towing vehicle.
 18. The method of claim 17,further including connecting the front tow saddle to a towed vehicle.19. The method of claim 18, wherein the first protective cover isattached to the front tow saddle along the first side of the frontportion of the front tow saddle and the second protective cover isattached to the front tow saddle along the second side of the frontportion of the front tow saddle.
 20. The method of claim 18, wherein thefirst protective cover and second protective cover each have an uppersurface and a lower surface, the upper surfaces of the first protectivecover and second protective cover each facing a front end of the towedvehicle and the lower surfaces of the first protective cover and thesecond protective cover each facing the rearmost wheels of the towingvehicle.